Multiple-unit door-control system for cars



Nov. 17, 1925- F. HEDLEY ET AL MULTIPLE UNIT DOOR CONTROL SYSTEM Fon CARS Filed July 1, 1919 1.4 Sheets-sheet 1 E5'. HEFDLEY ET L Filed July lJ lQl MULTIPLE UNIT DOOR CONTROL SYSTEM FOR CARS Mui 14 Sheets-Sheet 3 F. HEDLEY ET AL' MULTIPLE UNIT Doon communl sYlsrmM Foa cms Filed July 1. 119

Nov. 17, 1925.

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MULTIPLE', UNI'l1 DOOR CONTROL SYSTEM FOB CARS Filed July 1, 1919 14 Sheetss--Shw e www unlll w, )y y I Filed July l,v 1919 F. HEDLEY ET AL MULTIPLE UNII1 DOOR CONTROL SYSTEM FOR CAR-S Nav, 17, 1925.

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MUL'IIFLII UNIT DOOR CONTROL SYSTEM FOR CARS Filed .my 1, 1919 11s:1eets-sneet a Lmfi? Nom-'17, 1925., v

F; HEDLEY ET AL, MULTIPLE'UNIT DOOR CONTROL sysfrmggams Filed July l, 1919 14 Sheetsswmef! 9 Nov. 17, 1925. l 135613,57'A F. HEDLEY Er AL MLTIPLE UNIT DOOR CONTROL SYSTEM FOR GARS Fneddmy 1, 1919 14 she'ewsnazlov' Y w *ww im Nw, w, g1-325.,

F. HEDLEY ET AL MULTPLE UNIT DOR CONTROL SYSTEM FOR CARS Filled July 1, 14 Shakes-Sham 11 mfg Nav. 17, 1925F l 1,561,467

R'HEDLEY TAL MULTIPLE UNIT DOOR CONTROL SYSTEH-FOR CARS Filed July 1, 1919 14 Sheets-#Sheet '12 0 l l w l i o. w 1 ,y

s@ m l O Nov. 17,1925.

- F. HEDLEY ET AL,

MULTIPLE UNIT DOOR CONTROL SYSTEM FOR CARS Filed July l, 1919 14 Sheets-Sh'et 14 W x 'L25' Z e .Ve/@wm EMIL FLE

To all whom si may @whiff/n: i from a pain?, :he inside nic A1-'1.

B9, 1i', krmwn that W15, -pzmm anni JAMES S. Boum, both mtlzeus 02"' ha L nt a mgmt@ m th@ 1m. 'mm1 ,u v heren Chester, State of New '55m'.

have, made mnsuctn, 130ml?? certain new am use'fu nvenfn in i zt- 1c i ple-Unit Door-Cono, S sans i Cars, of which the following :x f mca um. l@ This invention lca/es to door @oni-voi systems, :md more partcuzuy zo mnpe i unit door contro systems 'im' mv Si im .d

The object of 'alle invention im smpfy i?, iv.

the operation and cntw mf dm dem's of 15 cars in a train of catia, and seduce the @mi of operation of can cr train systems.

SMP A imhm' object 0f the lwnton fi vde a mutipleunit cimml :sj/stamm nature refelred to Wheen @im 1 is accumplishe the i mous nefs n particular car of the train:

i A fm-tha Objec is to Wma/*ida 6,9m.' can ro system of the, nature reign-ad o W'ma selective con'tl'o is accomphsm 055 the 2mn' tisular aaron W511i; lxc- @Lows am to Eine wup wanted.

@ A fmber obgfec' of h@ invent U4 vide indicating devices, cnnmfei. which mi -Q-E f. d ently with the. door np@ -agmns in a mak Ch n tpe unit car door cont system indicate El?. wl vim?! mi' @joyau of cm;-

4:5 whethm he doors ox any om 01' mom ofv thm, are open m' dosedn A. further @bject of the inve tip-le unit om' dmail: mmim' ,Y

observe 'the hoarding and .ments of passmf *l Fig. il is a view in front elevation of the liig. 'l0 is a diagrammatic view of another form di wiring arrangement of a multiple n nit enr door control system embodying our invent-ion.

Fig. a is a diagrainn'iatio view of another vcircuit arrangement embodying our invention whereinseparate magnets are employed to control the opening and closing movements of the doors, and selectivity of control to the particular door to loe operated is secured.

Fig. l0 is a similar view showing an arrangeirient for simultaneously opening and .simultaneously closing all the doors on either side @if the train. l

ltis a View in. top Aplan of a door operating circuit control nox and operators arinrest and grab at control station, a portion of the end of the car being shown .in horizontal sect: in.

Fig. 12 is a front elevation el? the same.

13 a view in longitudinal section through the control box, on the line 13, i3., la, looking in the direction. of 'the arrows, f

Fig. lli is a horizontal View in section of 'the saine, on the line le, le, Fig. 1B, looking in the. direction of the arrow 'l5 view in top plan of a door operating niotor a single control magnet for both the opening and closing each door.

front elevation of the const'i Stien sho.

Fig.v l?" is a .il view in section of the control magnet and valve employci'l in connection with the motor shown in Figs. 15 and i.

p plan view oit a door operating motor showing independent magnets `for controlling the opening and closing movements of the door.

Fig. l5) in a view in top plan of an automatic switch device for controlling the the magnet eiiployed in connecu tion with the oiosing' movements of the doors, the switch device being shown in its closed position corresponding to the dotted line position of the parte shown in Fig. 21. Fig. 2G is a view `in transverse section on the line 90,' 20, Fig. 19, looking in the direction of the arrows.

Fig. 2l is a broiien detail view in elevan tion, parts in senden, on the line 2l, 21, llig. 1U. looking in the direction of the arrows.

- Q2 is a breiten detail View in section 530, looking in the circuit of door c tion.

Fig. 24 is a broken detail View in vertical transverse section on the line 24, 24, Fig. li.

Fig. 25 is a fragmentary detail in side elevation showing the manner of operating the indicating device by the door movements.

Fig. 2G is a broken detail view in vertical transverse section on the same plane as Fig. 2li, showing the indicator mechanism on a somewhat larger scale.

Fig. 27 is a similar view in horizontal sew tion onthe line 27,27, Fig. 26, looking in the direction of the arrows.`

Fig. 28 is a view similar to Fig. 2G showing a slightly different structure of indicating mechanism, the indicator being shown in display position.

Fig. 29 is a View similar to Fig. 28 showing the position of the indicator when the door is closed.

Fig. 30 is a fragmentary View in elevation showing the structure of Figs. 28 and 29, in the position occupied when the door is closed. l

Fig. 3l is a similar- View of the saine showing the position oi' the parts when the doorI is open. Fig. 32 is a digrannnatie view in top plan ot the proximate ends of adjacent cars showing an arrangement of platform support for the operator at a control station of the multiple unit car door control syste-mv of our invention.

Fig. 33 is a View in side elevation of the construction shown in Fig.

Fig'. Elfi is a View similar to Fig. 32 showing' a modified support or section platform for the operator.

Fig. 35 is a side elevation of the saune.

Fig. 3G is a broken detail view in vertical section on the lineI 3G, 3 6, Fig. ill.

'.lhe saine part is designated by the salue reference sign Wherever it occurs throughout the several views.

The expeditious and economical operation of subway, elevated and other car systems, and the-handling of the boarding and alighting of passengers with speed and safety, and particularly where the traiic is heavy and congested, has become a serious problem in the larger cities where such systems. are in use, and constant effort is being made to reduce the cost and operation of suchv sys tems, and to Secure expedition and rapid transit with increased safety to the passengers carried. Among the modern praetices it is customary to employ doors in the sides of the cars, usually one at eaelimend and one or more intermediate th/e'ends and on each side of each car, and" to employ power operated devices to lopen and irlose 'the'V doors. ieording to' present practice lll) lllO

essaie? the cui', some times at the ends of the car und sometimes at or adjacent one of the center or middle eer doors., This 'necessitates the employment oili'ut least one gua-rd or operator upon each cor :indlwhere con stantly increasing trellis necessitates increasing the number of' ours in e train the cost incident lo the employment of a, guard or operator on each car becomes :i greater hurden on the management of the system. It is fundamentally one of the purposes of our present invention to provide a system of door control in which only one operator or guard is required to eiiect the control oi" all the doors on tiro or more cars of o, train, such control being eid'eeted from any suitable or convenient point or stetiou, Whether on u car ot the train, or from the platforms at passei'iger stations of the system, and. whether with or without selectivity o the particular cer eers or" the trein, end with, or without selectivity as to the particular door on a car. lt is also fundamentally a purpose of our invention tol provide o, door control system ofthe multiple unit character, that is, any cer may loe detached from or added to a train without infecting: the conu trol of the doors thereon, in case it is detached from the trein, end'which enters at once into the` scheine of door control oi the trein if added to the trein, and wherein the verious curs ofi' the train in multiple units are or mixed into the system ol door control oil"i the trein hy the simple act ot propQ erly coupling up the eers into trein.,

lin @inflection with such e, system oit mul tiple unit eer door control we propose to employ); various auxiliaries und accessories for added end speed of operation, such for ple, as indicating devices or telttsies visible 'to the guard or operator, u'hetli 'ein point inside the cz r or from apoiet outside the cer to indicato et 'the door control stetion Whether the doors of the cars, in the multiple of curs controlled from such sietiter or any one or more of such doors, een or elosed.

i also pn pose to provide the guards store on the cars with stations or u supports not only' Salford s stadion "For ti. doors ot' 'the eers .in the group or multiple controlled from such point, but e point or station of vantage from which the Quei-wi; or operstor may observe the moteur-ents' o passengers and conditions o trellis: ilu connection with his proper, 'eiieient p and control. of the doors.

lo cai-rr to he understood that our invention is in no manner to be limited or restricted with respect to the type or structure of door operating motor to he employed, nor with respect to the particular means for controlling the operations of the motors. The type o" motor and motor control ineens shown for illustrative purposes in Figs. 15, 16 and 17, consists of a power cylinder 40, to which compressed air .is supplied from any convenient source through pressure supply pipe 4i. The supply und exhaust of the pressure medium to and from the respective ends o'l the cylinder to effect ii power operation of the door both in its opening;r and in its closing movements, is controlled, in this in stance, by a valve device indicated st/ 4:2,

includingr a valve'operating arm 43, suitably connected to the rod 44 vof a. piston 45, operating in a small auxiliary cylinder 46,

Aand normally held in one limit of its moveincnt as by means of a spring 47. A port or passage 48 opens into the cylinder 46 on the opposite sido oi the piston 45, and valves di), 50, respectively control the supply and oxhaustoi' pressure medium to and from said passage or port from a pressure supply connection 41, and through an exhaust port l. The valves 49, 50 are controlled by a solenoid or magnetl 52, the terminals of the coils of which are indicated at 53, 54. The opera-tion oi' the motor efiectsthe operation ot a leve 55, which is connected to the door in the usuel or mi.' Well known. manner.

@in n multiple unit *oor control, system embodying our present invention the circuits of the magnet or solenoid coils are controlled from the control point or station, it being understood that a door ,operating motor is employed to eifect the operation of each door.

ln the arrangement above described when the magnet circuit is energized the passage itl is opened to )rossore supply and closed to exhaust there y operating the piston 45 towards the let't as shown in Fig. 17, against the spring,r 47, and hence operating the motor valve device 4t2 tocauseV the motor to opere? the door in one direction, say to open posi tion. iii/Thon the circuit of magnet 52 is opened the passage (t8 is closed vto pressure supply and opened to exhaust whereupon the spring Ll? operates the vulve towards the' right to operate the motor valve to cause the door to be closed.

lt will be observed that in this arrangement a sinvlel magnet is employed to control both t e door opening;- and the door losing operations. Our invention, however, not to he limitedl or restricted in this re'- speer. control magnets 56, 57, in Fig, 18, one'for controlling the closing movements of the door und the other the opening movements thereof. In this ease the magnets control 'the mainV motor valve in the usual and new well known manner, and the circuits of said magnets are controlled in accordance with the principles ot` the inultiple unit car door control o't our inventions.

i )ther forms and types of motors and m0- lor control nieansmay be equally wel] adapted `t'or use in carryingr out our invention.

it may sometimes occur that the doors, or some particular door of a car maybe opened` or closed by hand. ln such case, Where a follow up device is employed to insure a completion ot the door movement, it is desirable that provision be made to compel the completion o'l' the door movement independently of the follow up device?.I Such an ar-l rangement is shown in Figs: 19, 20, 2l and L, wherein the circuit of, say, the door closinev magnet 56 (Fie. lll) includes conductor rods $39, carried in a frame or box G0, and spaced apart from each other. A conductor member (El is employed to bridge the space between the rods 58, 5f). rlhis member is mounted upon a rod (l, and is normally from. :rod 6l', .as indicated at 68, Fim 22,A

held out of contact with Jche conductors 58, 5S), by means of a spring (32. To the end ot' the rod l is pivot ally connected a -link 63, towhich is pivoled a dog (54. The heel G5 of the doe' engages the link G3, while the toe 66 thereof extends into the path of a lug or projection (Non lire door operating lever 55, so that, for example, as the door closes the lug 43T will engage and rock the dog 64, thereby rocking' link G3, as indicated in dotted l ines in Fig'. 2l, and hence pullingon 'proper control and operation of the main door operating; motor. The instant 'the door lever passes by the (log 64.- tlie spring 62 car 'ie-s the member 6l out of bridging relaation' with respect to the conduct-ore 58 and 5S). The nieniberi is of course insulated anda liglitspriug 69 serves to steady the said member in its operation.

Before entering upon n description of the various circuit arrangements shown as embodiinents of our principles of multiple unit.

car door control system, we will describe ceiein yother mechanical features employed in connection with our invention.

it tlie'eontrol station or point from which the 'varices door movements ,h trolled, we locate a control bex 40, see Figs.

ll, l2, 13, 33, 35, Within 'which are located a Nor platforms,

fue to be con? series of pairs ol contacts 7l, a l cocrerin ingr bridging' contacts 72. 'lne latter are "1 ried on rods 73 which exten ends of box 7.0 and sj'uii'iffs maintain the bridge nieinla, '70 retracted out of engagement cooperating contacts 7l. illy pressL projectingr ends of rods i-, or an one .ir more of them, circuit is comple .o between the two circuit wires Yet, Z5

While we have shown and described one particular forni and cmistruetion of oontrol switch box it will be understood that our invention is not to be limited or in this respect as obriously ronny forms oi' switch fleijices may `Yell aus the purpose. That shown and, d".u 'scribed as illustratire of llie pi' of the train, l'roln which point on one or more cars the direction from the control. controlled in accordance ciples of multiple vunitcontrol 0C doors we prefer to equip and ocr-.te coin trol box on each sident both cli car, so that in whatever inea l ci may be coupled npA into a train t station from which they doors olf two or in. '105 of the train may be controlled be located at eioli end of the cri'.

ln practice we also pretV the control station e iep a form for the guard or' carrying out the principles control welocete such a stai; .ro,g' plat on each side ol' botn ende olf ln the 'forni slown in lli control station sinoerts r forms are in th .n 76 secured to Ythe .ends oi? each side and on the enter i ces onerosi, Vand in conveneni, relation. geel; to 'the control, bones "iii, to enable a guard or operator to nstanti. en the. platforms and manipulate the swiiwies in the, ssociatcd control boxes. The supporting.

iler" ,rias T6 .are shown raised above the level oi'ff the floors of tho-cars and their end :estilo-ales therebyenelbling a grigiard to y t condiinevw A eed of position not, only observe from an elevation the tions and' boarding and. ments of passengers in doors remote` #from his cuit arrangements embodying the broad principles of our invention. l

It is to be understood ythat cars ordinarily are provided. with end and intermediate doors on bothl'sides thereof, and in the practical operation of transportation systems such as subivays, elevated, and the like it is frequently necessary to operate the doors on one side of the ear or cars of a train for one or more passenger stations, and those upon the other side of the car or cars at one or more other passenger stations in the course of a trip over the prescribed route of the system. This renders it desirable to provide for the control of the operation of the doors on both sides of each car in the multiple unit door control systemof our` invention. In thevwiring diagrams of various operative embodiments of our invention which we will now describe we have shown, for the most part, and to avoid complication of the drawings, the circuit arrangement for the door operation on one side only of the cars. But we desire it to be understood that, in

" such cases, the wiring arrangement shown is to be duplicated on the opposite side of the cars.

Referring particularly to Figs. l and 2, we have shown a train .of tour cars iA, with a control station B, located' between the proximate ends of the two pairs of the cars in the train, from each of 1which. stations all the doors of the two adjacent cars are controlled. The circuit arrangement shown in Fig. 2 for accomplishing the control of the doors on that side of the cars is exceedingly simple, and in this three doors are employed on each side of each car, namely, a door at each end and one at the centre ot the car, so that at each door control station, six doors are controlled by the guard or operator, three on one car and three on the adjacent car. Since the wiring arrangement is the same on each car a description of that on one car will sullice.

The' ur )ose .of course is to control the circuits ot the various magnets 52, in this case, which, as above explained, control the opening and closing operations of the door moving` motors. i

The curic'nt required for the circuits ot' the motor control magnets 52 may be derived from any desired or convenient source. For the purposes of illustration we have shown a battery 91. From one terminal of the current source leads a conductor 92, to a wire 92 extending to the control boxes, indicated generally al T0, at each end of the car, and a bridging contact member 94, when in one position, (see the right hand end of the right hand car A of Fig. 2), serves to bridge the space between' contacts 95, 96, and in another position, the lett hand end ot' the same car, said member bridges the space between contacts 97, 98. The contacts 95 at 'his other hand he manipulates opposite ends of the car are connected toi gather by wire 99. The cont ct 98 at each end of the car in electrical connnunication with contacts 100, 1.01 and 192 of thc control box TO at the saine end or the car. '.lhese contacts are arranged, under the'control of the guard or operator at the control station, to cooperate with coi'xacts 10.3, 10:1-, 10i, respectively. The contacts 103, 19iand 1.05 at each end of the car are connected to corresponding contacts at the other end of the car by wires 10G, 107 and 10S respectively. The

wires 10G, .107 and 198, are respectively connected to the circuit wires 109, 119, lll i' the right hand end, the center and the lett hand end door operating motor control magnets 52 on one side ot' the car selected i,: description ot the wiring and thence to groundor return at 112. We have thus described the circuit connections fior the control ol the doors on one side oit, can En. like manner currentsupplied from the same current source 91, through contacts 9H at each end of the car, througl'i wire 1.13, to contacts llt `which form part of the control system for the doors on the opposite side ot the car, illustration of the remaining part of the wiring therefor being omitted 'to avoid confusion. 'lhe contacts .114, of course, correspond in purpose, function and operation to the contacts 10C, lOl and 10a.

The operation is exceedingly siuiple..l The guard or operator uccuj'iying the control station B between the two cars under his control, with one hand manipulates the push buttons, push `rods o r other devices our ployed to close the circuit. between contacts 100, 101, 1.02, and their respcctirelv cooperating contacts i055, we., 195. the cl sure of the circuits in the contrai box ot the other car under his control. lhe pairs of contacts 100, 1.93; 191, 194.-.; 292, 2.05; may be closed simultaneously by the operators, or successively, or in any' other desired order, thus securing selectivity fl the particular door to be operated. l'ius, suppose the contacts 1 0-), 193 be closed; thereupon circuit is.completed from current source 91., through wire 92, Wire Sir, menace 5M," at the right hand end oaf the .il strated, wire 99, wire M5, contact 97st lef-'ft hand end of caninemhcr 94, contact 98, contacts 100, 103, -l96 wire 109, control magnet 52 for the door operating motor for the right hand end car door to ground or return. lfn like manner, the closing' of contacts lOl, 1092 completes the circuit ll@ through the con trol inagilet of the motor which operates the center door, and ot s i iets 192, 1.05, closes the circuit lli, tido n the control magnet of `the motor which operates the left hand end side door ott the lVith this ar;` gement a single control magnet is employed .tor both the opening 

